Seal lock



Nov. 25, 1924. 1,516,788 C. S. RAILSBACK SEAL LOCK Filed Avril 21, 1923 2 Sheets-Sheet i ATTORNEY.

Nov, 25, 1924. 1,516,788

c. s. RAILSBACK' SEAL LOCK Filed April 21, 1923 2 Sheets-Sheei 2 ATTORNEY.

Patented Nov. 25, 1924.

err-eears CHARLES S. RliILSE-ACK, OF COLORADO SPRINGS, COLORADO.

SEAL LOCK.

Applicationfiled April 21, 1923.

l '0 all whom it may concern Be it known that I, CHARLES 'S. RAILS- BACK, a citizen of the United States, residing at Colorado Springs, in the county of El Paso and State of Colorado, have invented certain new and useful Improvements in Seal-Locks, of which the following is a specilication. 7

My invention relates to seal locks of the type used in securing doors of railway freight cars and its main object is to provide a lock of this kind which will effectively frustrate any attempt at opening the door to which it is applied without disturbing its seal and which prevents tampering with the seal without immediate detection.

Another object resides in providing a lock of the above described character which en gages the bottom portion of a sliding car door and which in its operative condition securely holds the door from being moved away from the opening upon which it closes.

A further object of the invention is to provide a lock which in its open position does not interfere with the passage of objects either through the opening of the car or below the sill thereof, and still other objects and advanta es of the invention reside in novel features of construction and a practical arrangement of parts as will fully appear in the course of the following description.

An embodiment of my invention has been illustrated in the accompanying drawings in the s-everal views of which like parts are similarly designated and in which Figure 1 represents a fragmentary side elevation of a railway freight car to which my improved seal lock is applied;

Figure 2, a side elevation of the lock in its operative position on the cares illustrated in Figure 1, drawn to an enlarged scale;

Figure 3, a longitudinal section taken on the line 3-3, Figure 2;

Figure 4, a ransverse section along the line ll, Figure 2;

Figure 5, a transverse section taken on the line 55, F igure 2;

Figure 6, a similar section along the line 66, Figure 2; and

Figure 7, a fragmentary longitudinal section on the line 77, Figure 3.

Referring to the drawings, the reference numeral 2 designates a freight car of conventional construction, the entrance in a side of which is as usual closed by means Serial No. 633,728.

of a door 3 slidably suspended from a rail l and guided in its sliding movement by means of shoes 5 fastened to the sill of the car.

My improved seal lock comprises two cooperative elements one of which is mounted on a shoe similar to those hereinbefore referred to and secured to the car sill, preferably intermediate of the others.

Each of the shoes has a flange projecting over the edge of the door and they co-operate to prevent outward movement of the lower portion. of the'door when it is in it's closed position. It is not impossible, however, and in fact it has frequently occurred that a door especially after long use, is opened by prying its lower edge by means of a crowbar or other similar tool, out of the channel provided by the flanges ofthe shoes, and my improved lock prevents this manner of gaining access to the c-oi'itents of the car, by fastening the door to one ofthe shoes by the seal-controlled locking means which will now be described.

The auxiliary shoe 6 hasa vertical slideway provided by parallel flanges 1" spaced from its outer surface; a plate 8 is movably fitted in the slide-way and a hasp Sis con nected at the upper end of the plate by a universal joint which permits of its being folded upon the shoe when the door is'un' locked, or to adjust itself according to the position of a staple on the door with which it e e-operates.

Th'e movementof the plate in its slideway is limited by a bolt 10 which extends through a longitudinal slot 12 of the plate 8 and which is screwed into a metal block 13 fastened to the sill in recess of the shoe.

The shank of the bolt istlattened as at 14, to lit in the slot of the plate, andthe slot has an enlargement 15 adjacent its upper end, which permits of turning the bolt for the purpose of its adjustment with relation to the block to which it is fastened when the locking element of which the plate is a separated from the part of the car to which it is attached when the door is in its locked condition, since the bolt 10 can not be turned unless its flattened shank is in the enlargement 15 of the slot of the plate 8, and the latter can not be moved to the position in which the enlarged portion of its slot registers with the bolt hole in the block without detaching the hasp from its staple after breakage of the ear seal as will hereinafter be more fully described.

The universal joint between the slide 8 and the hasp 9 is formed by a how 18 form-ed integrally at the upper endof the slide and engaging at its free end with the surface of the guide way in which the slide has its movements.

The bow passes loosely through an aperture in the corresponding end of the staple and it has at its loose extremity a forwardly projecting lip 19 which normally is fitted in a groove 20 of the shoe formed by projections at opposite sides of the bow.

It will be observed that the joint between the slide and the hasp thus formed, permits of ready detachment of the hasp in case of wear or breakage; that its forwardly projecting lip on the bow prevents the latter from being pulled out of the hole in the hasp and that the groove in which the lip is fitted holds the plate against lateral movement when the parts are assembled in their locked position.

The element of the seal lock which is fastened to the car door consists of a base plate 21 secured to the door in longitudinal alinement with the shoe on the sill by means of bolts 22.

The base has an integral staple 23 preferably formed to provide a circular shank which in practice fits in a correspondingly formed opening of the hasp, and a flat apertured head which projects beyond the surface of the hasp. Alined at opposite sides of the staple are lugs 24 and 25 formed integrally with the base. The lug 24 is disposed at an edge of the base and is apertured to receive the strap of a seal hereinafter to be described and the lug 25 is formed at the end of a lateral branch 26 of the base and at a distance from the other lug determined by the length of the strap of the seal in its locked condition.

The seal above referred to is of a type universally used in connection with seal locks for freight car doors and is per se not a part of the present invention. It consists of a spherical housing 27 containing an. automatic lock-mechanism, and a strap 28 of pliable material which at one end is rigidly fastened to the housing.

The housing has a slot to admit the free end of the strap to its enclosed lock-mechanism and the latter is adapted to automati cally secure the end of the strap and prevent its being subsequently detached without destroying either the housing or the strap.

The lug has a pocket 29 adapted to receive the lock of the seal, and a slot 30 for the passage of the strap of the same, and the distance between the two lugs is such that when the strap is doubled and passed through their openings and the therewith alined aperture of the staple 23, it will be taut when the housing of the seal engages in the bottom portion of the pocket 29 and the free end of the strap is secured by the lock mechanism inside the housing.

The hasp has at its upper end an outwardly projecting head 31 which corresponds with a thereto superposed ear 32 on the base plate 21. The ear provides a seat for a gravity lock-bolt 33 which is slidably mounted in a longitudinal guide way 84 on the base plate above the ear and which has a pin 35 projecting through registering apertures of the ear and the head of the hasp. It is a function of the lock bolt to hold the upper end of the hasp against dis placement and to relieve the seal from being strained by outward movement of the hasp.

In operation, the hasp is adjusted to its co-operative position relative to the staple by moving it pivotally about the bow on the 3;

plate and by sliding the latter in the guideway of the shoe, and the seal is applied by drawing the strap thereof through the alined apertures of the staple and the lugs 24 and 25 and fastening the end of the strap in the lock disposed in the pocket 29, after it has been doubled over the lug 24 and drawn taut.

lVith the parts thus positioned, the looking bolt 33 falls by gravity into the registering openings of the ear on the base plate and the head of the hasp.

Having thus described my invention, it will be observed that when the seal lock is in operative condition, the door of a car to which it is applied is securely fastened in its closed position and can not be opened without disturbing the seal and that the seal can not be tampered with without immediate detection.

Inasmuch as the rules of the railway companies operating in this country, compel in-- spection of the seals of freight cars at each station, any disturbance of the lock is immediately detected and localized since the location of the pocket relative to the other parts with which the strap engages, prevents of the seal being restored to even a semblance of its original condition.

The door can not be opened by forcing it out of the shoes since the rigid connection of the auxiliary shoe with the sill of the car prevents outward movement of the door, and the engagement of the hasp with its staple and the proximity of the bolt to the end of the slot in the slide plate, forbid of moving the door in an upward direction.

The method of fastening the auxiliary shoe to the car sill through the intermediary of the metal block and the therewith co-p erating bolt prevents of the shoe being separated from the sill even after its bolts 17 are removed and thus frustrates any attempt to open the door by outward movement about its points of suspension.

The sliding movement of the plate 8 and the universal connection of the hasp at the upper end thereof, provide for a wide range of adjustment to fasten the lock irrespective of irregularities in the posit-ion of the locked door, the locking bolt 33 at the upper end of the hasp aids in holding the latter against displacement and, as stated hereinbefo re, thereby relieves the strap of the seal from strain by outward movement of the bolt, and the snug fit between the hasp and its staple and the disposition of the lip 19 on the bow of the slide plate, in the groove of'the shoe, furthermore aid in firmly holding the hasp in its operative position.

In case aseal of the type shown in the drawings not available, or an additional safeguard is required, a seal of different construction or a padlock may be applied through the registering openings of the car on the base plate and the head of the hasp after the locking bolt is lifted, and in that manner lock the hasp in its co-operative position relative to the staple.

Nhen the door is unlocked, the hinged construction of the locking element permits of its parts being folded together and lowered to a position in which they neither interfere with the passage of merchandise through the opening of the car nor prevent trucks or other conveyance from being backed close to or beneath the sill of the car. I

The universal joint between the members of the locking element furthermore permits of the hasp-member being moved sideways to its folded position as may be necessary when the car stands close to a platform or other surface.

The seal is readily accessible for application as well as for inspection and its fully exposed position makes it possible to detect irregularities in its condition at a glance and without minute observation.

The pocketed seal-lug and'the position of the lug 24 with relation thereto, provide the means which prevent of the seal once broken from being restore-d to its original condition, it being evident that the position of the lock in the pocket of the lug 25 protects it from manipulation and that by arranging the distance between the lugs so that the strap of the seal must be drawn taut in order to engage the look within the pocket, mending of a severed strap, or re-fastening the seal by the application of a shortened'strap to its lock,-is positively prevented.

What I claim and desire to secure by Letters Patent is:

1. A seal lock for car doors, comprising in combination with a railway car, two elements connectedrespectively to a doonand to a relatively stationarypart of the car, one of the elements having a staple and :1 lug spaced apart for the application of a car seal, acar seal includinga strap connecting the staple wit-h the lug, and a hasp on the other element, adapted to co-operate with the staple to secure the door in its closed position.

2. A seal lock for car doors, comprising in combination with a railway car, two-elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple of cylindrical form and a lug spaced apart for the application of a car seal, a car seal including a strap connecting the staple with the lug and a hasp on the other element, having an opening snugly fitting the staple.

3. A seal lock for car doors, comprising eleand in combination with a railway car, two ments connected respectively to a door to a relatively stationary part of the car, one of the elements having a staple and lugs spaced at opposite sides thereof for the application of a car seal, acar seal including a strap connecting the staple with the lugs and a hasp on the other element, adapted to co-operate with. the staple to secure the door in its closed position. 7

4. A seal lock for car doors, comprising in combination with a. railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having an apertured staple and an apertured lug spaced apart for the application of a car seal, the lug having a'pocket to receive the lock of the seal, and a hasp on the other element adapt edto co-operate with the staple to secure the door in its lockeo position.

5. A seal lock for car doors, comprising in. combination with a railway car, two elements'connected respectively to a door and to a relatively stationary part of the car, one ofthe elements having an aperture'd sta le and apertured lugs spaced at opposite-'si es thereof for the application of a car seal, one of the lugs having a pocket to receive the lock of the seal, and a hasp on the other element adapted to co-operatewith the staple to secure the door in its locked position.

6. A seal lock for car doors, comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple and a-n'a'pertured ear, and ahasp on the other element adapted to cooperate with the staple to secure the door in its closed position and provided with a head having an aperture registering with that of the ear when the hasp engages with the staple.

7. A seal lock for car doors, comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having staple and an apertured ear, a hasp on the other element adapted to co-operate with the staple to secure the door in its closed position and provided with a head having an aperture registering with that of the car when the hasp engages with the staple, and a locking bolt on the element having the staple, adapted to enter said registering apertures.

8. A seal lock for car doors, comprising in combination with a railway car two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple and an apertured ear, a hasp on the other element adapted to cooperate with the staple to secure the door in its closed position and provided with a head having an aperture registering with that of the car when the hasp engages with the staple, and a gravity locking bolt on the element having the staple, adapted to enter said registering apertures.

9. A seal lock for car doors, comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple adapted for the application of a car seal, and said element having an apertured ear, a locking bolt on the same element, adapted to pass through the aperture of the ear, and a hasp on the other element adapted to co-operate with the staple to secure the door in its closed position and provided with a head having an aperture that registers with the aperture of the ear when the hasp engages with the staple.

10. A seal lock for car doors comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple adapted for the application of a car seal, and a locking device on the other element, including a sliding member and a hasp member hinged thereon and adapted to co-operate with the staple to secure the door in its closed position.

11. A seal lock for car doors comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple adapted for the application of a car seal, and a locking device on the other element, including a sliding member and a hasp member connected therewith by a universal joint and adapted to co-operate with the staple to secure the door in its closed position.

12. A seal lock for car doors comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple adapted for the application of a car seal, and the other element having a slideway and a locking device including a slide member disposed in the slideway, and having a bow the free end of which is contiguous to the surface of said way, and a hasp member having an aperture through which the bow passes, and adapted to co-operate with the staple to secure the door in its closed position.

13. A seal lock for car doors comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple adapted for the application of a car seal, and the other element having a slideway, and a looking device including a slide member disposed in the slideway and having a bow provided at its free end with a forwardly projecting lip contiguous to the surface of said way, and a hasp member having an aperture through which the bow passes and adapted to co-operate with the staple to secure the door in its closed position.

1 1. A seal lock for car doors comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple adapted for the application of a car seal, and the other element having a slideway and a groove at an end thereof, and a locking device including a slide-member disposed in the slidewav and having a bow provided at its free end with a lip disposed in the groove, and a hasp member having an aperture through which the bow passes and adapted to co-operate with the staple to secure the door in its closed position.

15. A seal lock for car doors comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple adapted for the application of a car seal, and the other element having a slideway, a locking device disposed in the slideway and adapted to cooperate with the staple to secure the door in its locked position, and a bolt fastened on the stationary part of the car, and having a fiattened shank fitted in the slot of the slide member when the locking device is in an operative position.

16. A seal lock for car doors comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one or the elements having a staple adapted for the application of a car seal, and the other element having a slideway, a locking device in the slideway, adapted to co-operate with the staple to secure the door in its locked position, and means for locking the last mentioned element against displacement, by adjustment of the locking device to its operative position.

17. A seal lock for car doors comprising in combination with a railway car and a sliding door thereof, an element fastened to the door and having a'staple adapted for the application of a car seal, a shoe fastened to the car below the door and having a flange lapping over the lower edge of the door, and a sliding locking device on the shoe, adapted to co-operate with the staple to lock the door in its closed position.

18. A seal lock for car doors comprising in combination with a railway car and a sliding door thereof, an element fastened to the door and having a staple adapted for the application of a car seal, a shoe fastened to the car below the door and having a flange lapping over the lower edge of the door, a sliding locking device 011 the shoe, adapted to cooperate with the staple to lock the door in its closed position, and means for locking the shoe against displacement, by adjustment of the locking device to its operative position.

19. A seal lock for car doors comprising in combination with a railway car and a sliding door thereof, an element fastened to the door and having a staple adapted for the application of a car seal, a shoe fastened to the car below the door and having a flange lapping over the lower edge of the door, a slotted locking device slidable on the shoe and adapted to co-operate with the staple to lock the door in its closed position, and a bolt fastened to the car and having a flattened shank fitted in the slot of the locking device when the device is in an operative position.

20. A seal lock for car doors comprising in combination with a railway car and a sliding door thereof, an element fastened to the door and having a staple adapted for the application of a car seal, a recessed shoe fastened to the car below the door and having a flange lapping over the lower edge of the same, a block fastened to the car, within the recess of the shoe, a slotted locking device slidable on the shoe and adapted to co-operate with the staple to lock the door in its closed position and a bolt fastened to the block and having a flattened shank fitted in the slot of of the locking device when the device is in an operative position.

21. A seal lock for car doors comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple adapted for the application of a car seal, a seal including a strap connected with. the staple, means for holding the strap in taut condition, and a hasp on the other element adapted to co-operate with the staple to fasten the door in its closed position.

22. A seal lock for car doors comprising in combination with a railway car, two elements connected respectively to a door and to a relatively stationary part of the car, one of the elements having a staple adapted for the application of a car seal, a seal including a strap connected with the staple and a lock fastening the ends of the strap together, and means for holding the strap in taut condition by engagement with the lock, and a hasp on the other element adapted to cooperate with the staple to fasten the door in its closed position.

In testimony whereof I have aflixed my signature.

CHARLES S. RAILS-BACK. 

